Railway-car.



No. 837,721. PATENTED DEC. 4, 1906.

E. P0ss0N. RAILWAY GAR. APPLICATION FILED AUG. 9. 1906.

4 SHEETS-SHEET 1.

PATENTED DEC. 4, 1906.

B. POSSON.

RAILWAY GAR.

APPLICATION FILED AUG.9.190 6.

4 SHEETS-SHEET z.

No. 837,721. PATENTED DEC. 4, 1906. E, POSSON. RAILWAY GAR.

APPLICATION FILED AUG 9.1906.

4 SHEETS-SHEET 3.

v five/25%??? Edward 515-307 No. 837,721. r PATENTED DEC. 4, 1906.

' B. POSSON.

RAILWAY OAR.

APPLIOATION FILED AUG.9.1906.

4 SHEETS-SHEET 4.

Eda/627% (553022,

EDWARD POSSON, OF CHICAGO ILLINOIS.

RAlLWAY-CAB.

Specification of Letters Patent.

Patented Dec. 4, 1906.

Application filed August 9,1906. Serial No. 329,837.

To all whom it may concern:

Be it known that I, EDWARD PossoN, a

citizen of the United States, residing at Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railway-Cars, of which the v following is a specification.

My invention relates to railway-cars,iand has for its object to provide an improved car, especially to provide an im roved underframe, bolster mechanism, an dead-block or buffer-block mechanism.

To this end my invention consists in the details and combinations hereinafter described and claimed.

In the accompanying drawings, Figure 1 is a side elevation, partly in section, of a car embodying my improvements. Fig. 2 is a plan view thereof with the flooring removed. Fig. 3 is a transverse section showing the bolster. Fig. 4 is a longitudinal section on the line 4 of Fig. 3. 5 is an end elevation, showing my improved dead-block or buffer-block. Fig. 6 is a longitudinal section on the line 6 of Fig. 5. Fig. 7 is a sectional plan view on the line 7 of Fig. 6.

In the accompanying drawings, a represents a longitudinal center sill composed of channel-beams.

1) represents the body-bolster comprising upper and lower members 1) 6 The longitudinal sills extend throughout the length of the .car from end to end thereof, and the upper and lower members of the body-bolster extend entirely across the car from side to side thereof and are properly spaced apart by filling-blocks b b and spacing-blocks b between the filling-blocks and the ends of the bolster.

The filling-blocks, as shown, consist of three members-the side members b and the center member b-these members being spaced apart at their adjacent ends for the reception of the longitudinal members of the center sill. of flanged plates having lower flan es b -upper flanges b and web portions 1), t e web portions 6 connecting the 11 per and lower flanges. It will be observe that these web portlons b are spaced apart, as clearly indi-' cated in Fig. 4. The central filler-block con sists of lower flanges b upper flanges b and spaced webs b, these webs being formed at their central point into a vertical recess 1) for the reception of a king-bolt. The side rality of The side filling members consist filling-blocks are provided with end flanges 6 and the center filling-block with end the fillers between which the longitudinal sill members are received.

Suitably supported upon the bolsters and extendin from end to end of the car is a lu- Fongitudinal floor-beams a. uitable cross-beams I) extend from side to side of the car, and beneath-these cross-beams are mounted needlebeamsc. Truss-rods d ,fianges b, these being the adjacent ends of extend under the needle-beams and up and over the body-bolster, extending to the end sills e of the car. U on the end sills I. mount a dead-block or bu -er-block f, com rising a casting provided with integral side anges and a hollowlower flangef, connecting t a side flanges. Suitably attached to the ends of the longitudinal sill are spacer-blocks g,

having rearward extensions g riveted to the longitudinal sills. These spacer-blocks g are formed with box-like portions at their forward ends, and in the lower portions of these box-like portions I provide slots g The lower cross-bar h is secured to the spacerblocks through the medium of bolts h, passing through the hollow flange of the u per member through the box-like portion 0' the spacer member and the slots therein. I thus provide for a slight adjustment of the lower member h. The blocks 9 serve as stops for the draft-ri ging, which is secured to the longitudinal si ls as usual.

It will be observed that the truss-rods d extend through the end sills and the deadblocks, to which they are secured by suitable nuts, as clearly shown in Figs. 5 and 6. These truss-rods thus serve to tiethe end sills firmly together and prevent the draft-rigging from being pulled away.

It will be seen that I have provided a car in which the load-carrying center sills extend a the entire length of'the car unbroken, that I provide an extremely rigid and substantialody-bolster of very simple construction, :00 and. that I have provided an improved form of dead-block.

I claim- 1. A railway-car having longitudinal sills and end sills, draft-rigging secured to the lon- 1o 5 gitudinal sills, dead-blocks secured to the end sills, each of said dead-blocks comprising an u per flanged member, spacing members and a lower cross-bar, and tie-rods connecting the opposite end sills and the dead-blocksthercon. I 1 o 2. Afiller for bolsters comprising members 4. In a railway-car, a dead-block ccmprishaving upper and lower flan es and spaced ing an upper flanged member secured to the web members connecting the anges. end sill, spacing members secured to the Ion- 3. In a. railway-car, a dead-block havinggitudinal sills, and-a lower member adjust- 5 an upper member rfivlilded Erith integral side ably connected to the spacing members. anges, an inte ra 0 ow ange connecting thefside flanges? a lower cross-bar, spacing- EDWARD S blocks between-the upper member and the Witnesses: r 'lowercross-bar, and means for connecting SMITH R. CURTIS, 10 the members together. O. J. SCHUMACHER. 

